Steamship.



` D. M. PPAUTZ.

STEAMSHIP. APPLICATION FILED APR. 19, 1910.

Patented June 2o, 1911.

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D.v M. PPAUTZ. STBAMSHIP.

APPLICATION FILED APR. 19, 1910. l

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` APLIoATIoN FILED Pnl 19, 1910. Ratente June 20, 1911.

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STEAMSHIP.

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D. M. PFAUTZ.

STEAMSHIP. APPLIGATIQN Hmm Ammo, 1910.

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Patented June 20, 1911.

DANIEL M. PFAUTZ, 0F PHILADELPHIA, PENNSYLVANIA, ASSIGNOR 0F ONE-THIRDT0 WILLIAM H. TIGERMAN, OF PHILADELPHIA, PENNSYLVANIA.

STEAMSHIP.

To all whom it may concern:

Be it known that I', DANIEL M. PrAUTZ, a citizen of the United States,residing at Philadelphia, in the county of Philadelphia and State ofPennsylvania, have invented certain new and useful Improvements inSteamships, of which the following 1s a specification.

My invent-ion relates to improvementsin steam ships, the primary objectof the invention being to provide a steam ship with improved ,propellingmeans operating in connection with an improved hull or hulls wherebythev maximum ofpower is attained to propel the ship through the water atan extremely high speed, far in excess of the speed attained by ships inordinary use.

A 'further object is to provide a ship with an improved shape of hull,and provide along both sides of the hull, a plurality of propellersindependently controlled, which not only serve to drive the 'shipthrough the water at a high speed, but which may be independentlyoperated to turn the ship in a body of Water slightly greater than thelength of the ship.

A further object is to provide a ship haw ing a passage longitudinallythrough the same, in which a plurality of paddle Wheels are'located, andindependently driven, each 'succeeding wheel from bow to stern beingdriven at a speed in eXcess of the speed of the wheel in front, andprovide at the entrance to this passage in front of the foremost wheel arotary screen or buiifer wheel, which isV adapted to strike a log orIother floating matter which would otherwise injure the paddle wheels,and knock such log or ioating matter downward Where it will be retainedby the agitated water, due to the action of the paddle Wheels until theship passes over the saine, thereby preventing any floating matter frominjuring the paddle wheels.

A further object is to 'provide an improved construction of propeller/mounting, in whichl the hubs of the propeller are provided withintegral beveled gears at both ends, so that in thefevent of injury toeither of said gears, the propeller vmay be reversed, and further toprovide an improved *casing inclosing the intermeshing beveled gears vofthe propeller to positively exclude matter which might entangle and clogthe gears.,

Specification of Letters Patent. Patented June 20, 1911, Applicationfiled Aprilia, 1910. seriai'Nn. 556,353.

A further object is to provide my improved ship with a plurality ofpropellers at each side, arranged in line in an under- .cut or covedportion of the hull, independently mount each propeller andindependently operate each propeller.

With these and other objects in View, the invention consists in certainnovel features of construction and combinations and arrangements ofparts, as will be more fully hereinafter described and pointed out intheclaims. v

In the accompanying drawings: Figure 1, is a view in side elevationillustrating my improvements. Fig. 2, is a top plan viewr Fig. 3, is aView in longitudinal section, through the center of the ship. Fig. 4, is

a view in cross section on the line l1, 4, of

Fig. 3. Fig. 5, is a View in longitudinal Vhorizontal staggered sectionillustrating the position of the several propelling mechanisms Figs. '6,and 7, are fragmentary seetional views at right angles to each other,illustrating one of my improved Propellers. Figs. 8, and 9, aresectional viewsat right angles to each other, illustrating one of myimproved paddle Wheels. Figs. 10', and 11, are section views at rightangles to each other, illustrating my improved screen wheel, and Fig.12, is a sectional plan view, illustrating one ofthe paddle Wheels andthe engines for operating the same.

j My improved ship lis provided with a 1ongitudinal passage or channel1, extendingthroughout the hull, from end to end of the ship, and bothends of the hull at each side of this channel 1, taper to a fine edge asshown at 3, thus the lower portion of the hull constitutes in effect,two separate hulls located side by side, but as a matter of fact thehulls are built solidly together, and the top G, of the channel 1,-andthe upper'deck 7 are all built solidly together, so that the ship hasbut a single rigid hull capable of a great carrying capacity, and staterooms in abundance for passengers'. In this channel 1, which extendsfore and aft of the ship, I provide three rotary addle Wheels 8, 9, and10, and in front o the foremost .paddle wheel 8, I provide a rotaryscreen Wheel 11, the construction and 'operation of each of which willmore fully hereinafter appear.

Each of the paddle Wheels is driven by two engines 12, located in thehulls at opposite sides of the channel, and connected to h the crankshaft 13 of the paddle wheel.

These crank shafts extend through stuffing boxes 111, in the walls ofthe-channel, and as the valve operating eccentrics 1,5, of eachl engineare located on this shaft 13, the engines are compelled to operate inunison, and av This is to make up for the current imparted to the waterby the first paddle wheel, so that each of the paddle wheels will have acertain amount of driving power.

The screen wheel 11,-as shown most clearly in Figs. 10, and 11, consistsof a series of metal rings 16, which are connected by. cross rods 17with spoked wheels 18, at the ends of the series of rings, and these.spoked wheels 18 have axle stubs 19, which are mounted in bearing 20,in the walls of the channel. The screen wheel turns loosely in itsbearings, and is revolved by the action of the water as4 the ship moves.The pur- I pose of thisA screen wheel iste-strike a log or otherfloating matter which finds its way into the channel, knock it downbelow the surface of the water, and the agitation of the water bythepaddle wheels 8, 9, and 10,.

will keep the log or other Heating matter below the surface, so that itcannotinjure the paddle wheels, and cannot rise to the surface until theship has passed Vover the same.

Both sides of the hull of the ship have a cove or under-cut portion 21,extending substantially throughout the length of the ship, and the bodyof the hull overhangs this under-cut or coved portion in which at eachside of the ship three propellers 22 are. ,located Each propeller isindependently operated, and they are all precisely alike, so that thedescription of one will apply alike to all.

By reference particularly to Figs. 6, and 7, it will be noted that thepropeller 22 is mounted to turn upon a short shaft 23, and the lattersupported in a bracket 2a, secured to the hull. 25, represents a shortshaft which extends through a packing gland,26 in the side of the hull,and a beveled pinion 27 is secured to the outer end of this shaft 25,and is in mesh with the beveled gear 28, integral with one end of thepropeller 22. l

It will be noted that the propeller 22 has a gear 28 at each end, andthis permits the propeller to be reversed in the event that the gear atone end becomes damaged. The intcrmeshing gears and the shaft areincloscd in a sectional casing 29, which prevents sei-weed and' other'entangleineuts from getting between the gears, and interfering with thedrive of the Propellers, andv in this casing a bearing 30 is providedfoi'` shaft 25. A gear wheel 31 is fsecured on 'each shaft 25, at itsinner end, and this geai` wheel 81 is driven by a motor 32, there bcinga separate motor 32 for each propeller, and each motor 32 driving a gearwheel 33, in mesh with gear 31.

lVhile I have illustrated diagrammatically electric .motors for drivingthe propellers, I do notlimit myself to any particular form of motor,nor toany particularmeans for controlling the motors, but it is to beunderstood that the motors are to be under the control of either thepilot or the engineer, so that any or all of said propellers may bedriven as desired in either direction,

which enables the ship to be rapidly propelled forward or rearward, andbe turned in a Very short space, and in fact, be'turned in waterslightly greater than the length ofthe ship.

By constructing a ship as above explained, each half of the ship maycontain its boilers as indicated at 34, with separate smoke stacks 35,and with separate superstructures 36, soA that the channel between 'theship, while it serves to separate the hull into practically two hulls,the'upper deck of the ship is one continuous, smooth deck affording awide commodious promenade for passengers making the ship a very beamyone, so that the motion of the waves will have little'effect upon theship, making` the vessel an extremely comfortable andv desirable one forpassengers, and one that has enormous capacity for freight. 'Thegreatest advantage of the construction, however, is the high speed whichthe vessel willfattain with the great driving power of the threepropellers .at each side, and the thrib paddle wheels in the centralchannel. It cannot accurately be estimated just what speed the ship willmake, but Y'I believe it will be far in excess of anything heretoforeaccomplished with marine vessels.

Various slight changes might be made in thc general form and arrangementof parts described without departing from my invention, and hence I donot limit myself to the precisedetails set forth, but consider myself atliberty to make such changes and alterations as fairly fall within thespirit 'and scope of the appended claims.

Having thus described my invention, what I claim as new and desire tosecure by Letters Patent "is:

1. In a ship, the combination with a hull 2. In a ship, the combinationwith a hull havinga longitudinal centrall channel therethrough, of aseries of paddle wheels in said channel, located one behind the other,and a rotary screen wheel comprising a plurality of rings securedtogether forming an openwork cylinder mounted to run 'free in advance ofthe forward paddle wheel, sub.- stantially as described. 3. In a ship,the combination with a hull havingalongitudinal central channeltherethrough, of a rotary screen wheel in the forward portion4 of saidchannel comprising a plurality of rings secured together forming anopenwork cylindernlounted to run free in the channel, and -propellingmeans in said channel back of said screen wheel, substantially asdescribed.

4, In a ship, the combination' with a hull having a cove. or cut-underportion at each side below thewater line and extending throughout thelength of the hull, of a plurality of brackets secured to the sides ofthe hull in said coves, short shafts in said brackets, propellersmountedto turn on said shafts, beveled gears on both ends of the hubs of,said propellers, shafts projecting through the sides of the hull,pinions thereon engaging one of the gears on the propellers, and'casingsinclosing said intei-meshing gears and driving shafts, sub.

stantially' as described.

5. In a ship, the combination with a hull h aving a cove or cut-underportion at each side below the water line and 'extending brackets,propellers mounted to turn on said shafts, beveled gears on both ends ofthe hubs of said propellers, shafts projecting 'through the sidesof thehlull, gearing'between the propellers and said` last-men? tioned`shafts, casings inclosing said gearing and last-mentioned shafts, andmeans inside the hull for driving the shafts, sub-f.

stantially as described.

6. In a ship, the combination with a hull having a longitudinal centralchannel and coves or under-cut portions in its outer sides and extendingthroughout the length of the hull, of a series of paddle wheels in thechannel, a series of propellers in each coved portion, a rotary Screenwheel turning freely-in the forward'end ofthe channel, and independentmotors driving each paddle wheel and each propeller, substantially asdescribed. v

In testimony whereof I have signed my name to this speciiication in thepresenceof two subscribing witnesses.

. DANIEL M.PFAUTZ.'

Witnessesz,

R. H. KRENKEL, CHAS. E. Porre.

